SINAVY DC-Prop and SINAVY PERMASYN® Integrated Propulsion Solutions for Submarines

siemens.com/marine

Contents

History 3 General information 6 General requirements and integration 6 SINAVY SUB 8 Siemens Propulsion Systems for submarines SINAVY DC-Prop 9 SINAVY DC-Prop Type 209 11 SINAVY DC-Prop Type Dolphin 12 SINAVY PERMASYN 13 SINAVY PERMASYN Type 212A 20 SINAVY PERMASYN Type 214 22 SINAVY SUB, references and outlook 23

2 Propulsion System Electrical Distribution

Propulsion Inverters/Converters Generator for voltage adaption Switchboard or excitation

Propulsion Motor Battery Shaft DC double motor, Protection System PERMASYN motor, Units auxiliaries

Main Switchboard

AIP Aux. Switchboard, FC Control Board

Auxiliary Switchboard Main DC Distribution, Main AC Distribution, Aux. DC Distribution (28 V)

Distributors and Propulsion Control Subdistributors

4 Structure of electrical platform technology for conventional submarines SSK

Energy Sources EMCS Automation System Auxiliary Systems

Diesel Generators Connected to EMCS DC Generators, EMCS Console Trimming, AC Generators Compensating, Compressed Air, Hydraulic, etc.

Battery System Stand-alone Systems Lead/Acid, Lithium-ion, Air Conditioning, Battery Monitoring, Degaussing, etc. Battery Cooling, etc.

Shore Connection Comm. Bus Other Systems Charging, System DC Mains Grid

Process Substations

AIP System ILS Fuel Cells Integrated Logistic w/wo DC Converter Support

Steering System DC/AC Inverters 115 V/60 Hz 115 V/400 Hz

DC/DC Converters 28 V Not Connected to EMCS Lighting System, Comm. System, etc.

Communication Power Supply

5 History A long tradition of success In 1877 the Siemens cable-laying ship Faraday was the first ship in the world to be equipped with an electrical lighting system. In 1879 Siemens sold the first electrical installations for ship lighting to be used for three German ships Hannover, Theben and Holsatia. These contracts 135 years ago are regarded as the official start of the Marine activities. In 1886 the Siemens-built Elektra was the world’s first ship with an electrically powered propeller (4.5 kW electric propulsion motor). In 1904 Siemens supplied all the electrical machines for three submarines of the Russian navy and in 1906 for the first German submarine. Since then, for approximately 110 years, Siemens has played a leading role in the design and construction of electric Propulsion Systems for submarines.

For decades DC double motors together with armature and exciter current choppers dominated submarine propulsion. In 2000 Siemens delivered the first permanent-magnet synchronous motor with integrated power converters and PERMASYN-type propulsion motor/ drive for a submarine to a yard. The impressive reference list of Propulsion Systems for the last approximately 50 years can be found on page 24.

Propulsion Systems for conventional submarines consist of: • A propulsion motor for direct drive of the submarine (directly coupled, without reduction gear) • Inverters/converters for adapting/converting voltages (e.g. choppers or power inverters/converters) • Switchboards for switching and protection of the Propulsion System and ship mains • Propulsion control with open- and closed-loop control functions for monitoring and operation of the Propulsion System components

3 General General requirements information and integration

Propulsion Solutions for conventional submarines allow Cutting-edge technologies required the use of stored or generated electrical power supplied Propulsion Systems for submarines are highly specialized directly or indirectly (via batteries) from DC sources such drive and switching plants in the DC low-voltage range as Air Independent Propulsion (AIP) systems for propulsion (up to 1,000 V DC) for high power and heavy short-circuit purposes. In terms of technology, Siemens PEM Fuel Cell loads. or Stirling-based systems are most common today, followed by diesel generator sets, shore connection/charging con- They are designed to fulfill requirements related to the nection, and battery systems. (The state of the art is still application, such as lead-acid submarine battery systems with gel batteries • environment (temperature, humidity, shortly expected to be introduced and Li-ion battery static/transient air pressure) systems under development.) • shock Integrated Propulsion Solutions harmonize interfaces between the dedicated propulsion components for • EMC optimized efficiency under the special environmental • inclinations/heeling (static and transient) conditions of submarines. They form the basis for a highly • signatures, mainly valuable submarine platform with desired features such – noise emission (structure and airborne noise) as long submerged endurance, long cruising range, – magnetic and electric field (nonmagnetic design, extremely silent and to the extent possible undetectable low strayfield) mode of operation, high sprint potency, etc. For details, • heat dissipation please refer to the graphic “Structure of electrical platform technology” on page 4/5. • efficiency

6 • reliability and availability through redundancy and degradation (this involves RMA prediction/calculation/data collection) • volume and weight restrictions • corrosion and coating demands (resistance to seawater, etc.) • ergonomics, illumination • health and safety aspects (avoidance of pollution of the closed atmosphere in the boat; fire detection and extinguishing, etc.) • material and cabling restrictions (e.g., no aggressive-flame products, no PVC) • degree of protection

For the design of Propulsions Systems for submarines Propulsion Systems for submarines are always designed standards and general specifications apply. and specifically adapted to the submarine boat design, which means that the propulsion system and boat type Among others, these include: usually form one totally integrated unit. In general, the • BV (“Bau-Vorschrift” for navy ships issued integration encompasses: by German authorities) • Conceptual integration of the entire drive • VG (“Verteidigungs-Geräte”-standard for train incl. propeller (speed, torque, output material and tests/procedures) power, dynamic behavior, etc.) • AQAP (Allied Quality Assurance Publications) • Mechanical integration (flexible mounting, • IMO (International Maritime Organization) coupling, dampers, positioning, etc.) • IEC (International Electrotechnical Commission) • Electrical integration (cabling, cable connections, • DIN ISO (“Deutsches Institut für Normung,” earthing and grounding, short circuit protection, International Organization for Standardization) overvoltage protection, etc.) • STANAG (Standardization Agreement) • Functional integration (monitoring and control, signaling, etc.) • MIL-STD (Military Standard) • EH&S integration into the overall submarine • DEF-STAN (Ministry of Defense, Defense Standard) environment, health, and safety concepts) • V-model (Development standard for IT systems)

7 DC-Prop drive PERMASYN drive SINAVY SUB Siemens Propulsion Systems for submarines

High reliability and availability SINAVY PERMASYN For more than half a century Siemens Marine & Ship For more than a decade, SINAVY PERMASYN propulsion building has been supplying electrical platform equipment, drives have been part of the SINAVY SUB portfolio. Their systems, and solutions for conventional submarines. Today, ongoing enhancements make them the most cutting-edge all Siemens submarine technology products are marketed propulsion technology in the market for nonnuclear sub under the SINAVY SUB brand name. This includes DC drives marines. Thirty-three of these drives will power the boats like the SINAVY DC-Prop as well as permanent-magnet- of seven navies. Currently there are two basic designs in excited synchronous SINAVY PERMASYN propulsion drives. operation, with an intended expansion to a third design In total, more than 170 submarines have been ordered with having a higher output power for use in submarines SINAVY DC-Prop or SINAVY PERMASYN Propulsion Systems. Type 216. Read more about the presently available designs starting SINAVY DC-Prop on page 13. The principal propulsion system structure of DC motors built today doesn’t differ much from those of earlier motor/ drive designs. Starting on page 9, the two most modern SINAVY DC-Prop examples are presented.

8 SINAVY DC-Prop

Design and Function Equipment belonging to (or with a functional connection to) the propulsion system: Designed for the harshest submarine operating conditions, DC-Prop propulsion motors provide excellent reliability and • Partial batteries 1 up to 4 robustness. Resistant to impact and shock, while emitting • Switching equipment partial batteries 1up to 4 noise well under all threshold levels, they are in operation • Charging generators 1 up to 4 in more than 130 submarines. Their fail-safe design consists of two separate low-noise double-armature engine • Propulsion switchboard sections, each operating completely independently and • Propulsion motor with a minimum of two power sources. • Propulsion control console The motors run at optimum efficiency across the entire • Automatic speed control speed range from silent mode through cruising speed. • Exciter control Ventilator and cooling units only come online at higher speeds, with their rotation speed and output precisely • Propulsion exciter current chopper aligned to the boat’s cooling requirements. • Propulsion armature current chopper With stepped switching of the armature and its dedicated • Static exciter converter (class 209 only) batteries, and with up to five speed ranges, each armature • Fan control is assigned the correct voltage to keep energy losses to • Speed Indicator CIC a minimum. High requirements are placed on submarine Propulsion Systems, not only for reasons of crew safety, These pieces of equipment supply and distribute the energy but also because of operational demands. A high level necessary for propulsion of the submarine, or they are of reliability is imperative, particularly during long periods used for control, regulation, and monitoring purposes. of operation and under extreme conditions. Redundant The graphic on page 10 shows the schematic diagram of components must ensure that system availability is upheld the propulsion system circuitry, with the partial batteries, at all times. the charging generators, the propulsion motor, and the corresponding power circuit breakers in the propulsion switchboard.

9 During Propulsion Operation, the partial batteries are When operating with parallel-connected armatures, connected according to the speed steps: auxiliary series windings are switched into the armature circuit in order to achieve load distribution. These auxiliary Parallel connection Speed steps I and II series windings are not effective during series connection AHEAD/ASTERN of the armatures. Speed step III AHEAD The propulsion motor is air cooled by means of four fans arranged on top of the housing. The four fans circulate air Series connection Speed steps IV and V from the engine room through the propulsion motor and AHEAD two coolers. The coolers are attached to the intermediate Series/parallel connection Speed step III section of the motor housing on the port side and on the ASTERN starboard side. The fans are controlled either from the Propulsion Control Console (PCC), according to the speed step, or from the automatic speed control (auxiliary switch- The Propulsion Motor is a DC double motor with separate board) as a result of speed step and armature current. excitation. The housing includes two motors of identical design and power. The motor armatures are arranged on a common shaft, being connected either in parallel or in series, depending on the speed step. Consequently, com- bined with the switching possibilities of the four batteries, four basic motor speeds are produced which can be varied by regulating the field.

main busbar 2L+

main busbar 1L Q012

Q011 Q010 Q008 Q006 Q018 Q016 Q002 Q004 Q015 FO12

Q019 1) 2) Q017 Q001 Q002 Q002 Q001

G G G G M M Q009 Q007 Q005 Q013

Q014 Q017

Q010 Q008 Q006 Q003 Q018 Q016 Q002 Q004 Q019 Q015

main busbar L- Partial Battery Charging Generator Propulsion Motor 1 2 3 4 1 2 3 4 M001 M002

1) Switching Equipment Partial Battery 1/2 2) Switching Equipment Partial Battery 3/4

Typical basic single line diagram

10 SINAVY DC-Prop Type 209

Design and Function Specifications and technical data

SINAVY DC-Prop, propulsion drive Type 209 features: Environmental conditions • DC double motor with separate excitation The motors are suitable for operation in a salt-laden atmo- with auxiliary series winding 2x12 main poles; sphere. The following applies to unrestricted operation: 2x12 interpoles with compensation winding • Ambient temperature in engine room: 0° C to +45° C • Approx. 4 MW output power • Cooling seawater temperature: max. +30° C • Choppers for armature and exciter current • Continuous air humidity in engine room: • Open air cooling system through four axial flow – 80% at +35° C fans, each driven by an independent DC motor and – 90% at +35° C, max. 60 min without condensation two seawater heat exchangers for air recooling • Atmospheric pressure in engine room: continuous • Sleeve bearings, oil lubrication by 800 to 1,400 mbar; 600 to 800 mbar, max. 3 min. means of fixed rings Inclined positions • Two stator yokes, each provided with a yoke turning gear. Max. heel < ±15° continuously • One shaft turning device < ±45° temporarily (either pneumatic or hydraulic) (max. 10 min)

• Standstill heating Max. trim < ±10° continuously • Two speed/rpm measurements and shaft-angle encoder ≤ ±30° temporarily • Several temperature and other sensors/measurements (max. 10 min) • A disconnector in the main terminal box of each partial motor for service purposes Motor not in operation Heel < 60° Trims < 45°

The following applies to transport and storage of the motors (without cooling water) • Ambient temperature: –30° C to +70° C • Air humidity max. 80% at 35° C no condensation

11 SINAVY DC-Prop Type Dolphin

Design and Function Specifications and technical data

SINAVY DC-Prop propulsion drive Type Dolphin features Environmental conditions • DC double motor with separate excitation The motors are suitable for operation in a salt-laden atmo- with auxiliary series winding 2x12 main poles; sphere. The following applies to unrestricted operation: 2x12 interpoles with compensation winding • Ambient temperature in engine room: 0° C to +45° C • Approx. 3 MW output power • Cooling seawater temperature: max. +32°C • Choppers for armature and exciter current • Continuous air humidity in engine room: arranged on top of the motor max. 90% at +35° C without condensation • Closed air cooling system through four axial flow • Atmospheric pressure in engine room: continuous fans, each driven by independent DC motors and 800 to 1,400 mbar; min. 600 mbar max. 3 min. two seawater heat exchangers for air recooling • Sleeve bearings, oil lubrication by means of fixed rings Inclined positions • Two stator yokes, each provided with a yoke turning gear Max. heel < ±15° continuously • One shaft turning device (hydraulic or pneumatic) < ±45° temporarily • Standstill heating (max. 10 min)

• Two speed/rpm measurements and shaft-angle encoder Max. trim < ±10° continuously • Several temperature and other sensors/measurements ≤ ±30° temporarily (max. 10 min)

Motor not in operation Heel < 60° max. 1 min Trims < 45° max. 1 min

The following applies to transport and storage of the motors (without cooling water) • Ambient temperature: 0° C to +70° C • Air humidity max. 90% at 35° C no condensation

12 SINAVY PERMASYN

Design and Function Speed and Monitoring Computers (SMC) and an Automatic Propulsion Controller (APC) are responsible for the com The PERMASYN motor is a freshwater-cooled synchronous puterization of the motor set points. motor with permanent-magnet field excitation and multi- phase stator winding. The phase windings are fed from the The SMC has several tasks: DC power system via a system of pulse-controlled inverters. • Coordination of functional interaction This inverter system is part of the motor. between all motor components The winding of each partial is divided into two identical, • Monitoring motor faults electrically separated partial phases. Each partial phase is supplied by an individual pulse-controlled inverter module. • Enabling protection against overload The complete set of inverter modules is supplied by two • Shutting down in case of failure independent electrical feeders. Each set of windings, • Transferring of motor status to downstream- inverter modules, and feeders form an independent part located controls (submarine APS or Engineering of the motor power circuit. Monitoring and Control System (EMCS)) By changing the inverter control setting, the phase currents At present and in the future the functions of SMC and APC and thus the torque of the motor can be varied infinitely are integrated into one device called the APC, situated on over the entire operating range. The current is controlled top of the motor. according to magnitude and curve shape, the associated electronics being accommodated within the inverter system. Stator and housing The stator-cooling ring with the stator core forms the yoke, and is arranged in such a way that it may be rotated by means of a manually driven device after dismantling several fixing elements. The stator core carries the multi- phase winding. The drive and non-drive-bearing end shields are split horizontally into two halves, with the top halves being split again into two or three parts. The top bearing end shield parts can easily be removed separately for inspection and repair. The rotatable mounting of the stator core provides good access to all end windings, cooling water reversal chambers, and phase fuses.

13 Rotor and inverter system Bearings The rotor consists of a hollow shaft to which a bell-shaped The rotor runs in disk-lubricated air-cooled sleeve bearings part is flanged. The poles are mounted on the outside of at the drive and non-drive ends. The drive end bearing is the bell. The permanent magnets are bonded to the poles. a locating bearing, the non-drive end bearing a floating one. The propeller thrust must be taken by a thrust bearing Inside the bell, the modular inverter system is accommo- installed in the shaft system of the boat (outside of the dated where the modules are concentrically arranged in the PERMASYN drive). A reliable oil supply to the bearings is form of cylindrical segments around the shaft on a support ensured even under severe inclination by disk-and-wiper frame. The latter is rigidly connected to the rotatable yoke lubrication. Shaft seals prevent lubricating oil from leaving so that each inverter module can be positioned as required. the bearings. The bearings are cooled by appropriate fin- Removing non-drive-bearing end shield parts permit the ning of the bearing housings. The lowest continuous speed complete inverter module to be removed for repair, or to is approx.11 rpm. For turning operation the bearings are replace defective power supply and control modules as fitted with an oil-lift device. Both bearings are split horizon- well as fuses. Moreover, the openings permit access to tally. Their bottom halves are flanged to the associated the signal distributor (signals between the inverter and bottom half of the end shields at the drive and non-drive the SMC and other motor components). ends. In order to avoid bearing currents, both bearings are The power supply is transmitted to the inverter modules via insulated electrically, while the shaft is connected to the two semicircular busbar pairs arranged around the shaft. housing via earthing brushes at the non-drive end. They run close to the front of the module faces at the non-drive end and are bolted to the module connections. The individual phase windings are connected by cable to Speed and monitoring computer (SMC) the associated inverters. The connections are also located The SMC system of the PERMASYN motor consists of two at the non-drive end. SIMATIC computers, which monitor each other, and are Each inverter module contains two pulse-controlled accommodated in a common housing on the motor. inverters in single-phase bridge connection. The electronic It performs the following tasks: switching elements are of the IGBT type (integrated gate bipolar transistor). The modules are water cooled. Each • Processing of the incoming signals from the APC, inverter has an input filter and a series transistor module, such as speed set point values, operating modes, the latter being required for reverse current blocking in limitations, etc. the event of system short circuits. The inverter modules • Speed control of motor also contain the open and closed-loop control electronics • Functional coordination of motor components directly associated with the inverter module, the coupling • Monitoring of motor components for failure, electronics for data communication with the SMC/APC, and an integrated DC/DC power supply. temperature, and malfunctioning • Automatic activation of degradations and/or redundancies in the event of faults • Check-back indication of status and fault signals to the control system. These functions are performed by one computer selected as master. A second computer, operating in hot standby, takes over automatically in case of failure.

14 Anti-condensation heaters The motor is equipped with electrical anti-condensation heaters. They consist of coiled heating rods installed at the drive and non-drive end in the lower part of the bottom end shield halves. The power supply is provided by two separate feeders.

Power supply The phases of the stator winding are connected with the associated inverters so that two independent system halves are formed, which are supplied via two mutually independent feeders from the propulsion bus of the main switchboard (main feeders). For PERMASYN motor operation, moreover, separately fused and switched feeders are required for the inverters of cooling pumps, the speed and monitoring computer, Transmitter system the inverter electronics, and the precharging and discharg- In addition to the sensors required for fault monitoring ing of the inverter modules. For reasons of redundancy, (temperature rise, leakage, etc.), the motor is fitted with a a separate propulsion system feeder for each component redundant transmitter system for rotor position and speed. is provided in the main switchboard (auxiliary feeders). This transmitter system is required for the phase current The motor is supplied by two sets of cables containing and speed control of the motor and consists of rotary the cables for both main and auxiliary feeders. Each set position encoders. of cables is connected to a separate terminal box. In addition, a tachogenerator requiring no separate voltage source is provided. It is not a functional part of the motor, but serves for remote indication of the shaft speed in the control center and at other locations in the boat. The tachogenerator and the rotary position encoder are mounted on a common equipment carrier.

Cooling system The stator and the inverter modules are cooled with freshwater, which is circulated by pumps and recooled by seawater in heat exchangers. For reasons of redundancy, there are two independent cooling circuits. The heat exchangers and pumps are located on top of the PERMASYN motor. The heat exchangers are designed as tubular coolers. They are made of a titanium alloy.

15 Redundancy/degradation concept b) Manual operation: The motor is operated from the manual control panel. The high availability of the motor is attained by redundancy The front of the panel is equipped with all necessary trans- and degradation. mitters, indicating instruments, signal lamps, and control • The redundancy principle is adopted, for example, switches. Manual operation takes place by bypassing with the SMC and the inverters for cooling pumps; the SMC/APC and, due to the resulting restricted self- this means no restrictions for the operation. monitoring of the motor, restricts the output to approx. 50% of nominal power. According to the propeller charac- • The degradation principle is used, for example, in teristic, this means that approx. 80% of the rated speed the inverter system. By virtue of modular design and can be attained. appropriate circuitry of its modules, it is possible to continue to run the motor with reduced output c) Turning: even if several modules have failed. The failure of This operating mode permits slow turning of the propeller all but two inverters still permits propulsion, even shaft for inspection purposes. though with proportionally reduced power. • Another example for the degradation concept is the Standards and specifications power supply to and within the PERMASYN motor. The PERMASYN motors are designed and manufactured according to EN 60034-1. Full account is taken of the If one of the auxiliary feeders fails, the motor remains German Navy Specification BV 3100 for electrical machines, available to at least 50% by way of the other feeder. converters, and transformers of surface vessels and sub If one of the two main feeders is tripped due to a fault, marines; motors according to other standards and specifi- the motor can still continue to be operated with half cations on request. the current, corresponding to 50% of its rated torque. Efficiency Operating modes The efficiency curves are shown below and are based on the following: In consequence, with regard to operation, a distinction is made between three modes: normal operation, manual • Propeller characteristic P~n³ operation, and turning. (P = output power. n = motor speed) • Battery voltage at mean discharge a) Normal operation: • The figure shows the bandwidth between the efficiency In this mode (automatic mode), the motor is controlled characteristics of the smallest and the largest motor. exclusively by the APC. This is subject to the proper func- • The discontinuity of the characteristics at tioning of the EMCS of the submarine, the SMC, and the approx. 35–40% of n is due to the phase associated serial data transmission system. If this is not N changeover and cooling pump switchover. the case, it is possible to switch over to manual operation at the manual control panel and thus disable the SMC. For normal operation, moreover, this means that the motor is designed to run in the slow-speed range with minimum noise and with maximum possible efficiency. This will be achieved by switching over to half the number of phases. Only 50% of the IGBTs are then active. This leads to a reduction of the losses in the inverter and thus to a corresponding efficiency improvement. In the upper speed range, it is necessary to switch back to the full number of phases. The changeover point is determined by the SMC; the changeover is done auto matically. These changeover devices are a part of the inverter modules.

16 Electromagnetic compatibility (EMC) Construction details Based on MIL-STD 461C, the PERMASYN motor has been Paintwork subjected to detailed modeling and simulation, considering The motors are supplied with a paint system approved by the experience from a wide field of IGBT applications the German BWB (Federal Office for Defense Technology in inverter technologies. The resulting measures (e.g., and Procurement). This standard paintwork is applied in the integrated filters, good suppression of radiated emission, color RAL 7001 (silver-gray). Paint systems deviating from reduction of structure currents, etc.) have been adopted this standard, with a structure and color according to other for the PERMASYN motors. specifications, can also be supplied. The PERMASYN concept has been designed to rules and design principles of NAVSEA 0981-LP-052-8140 (Manual for Cable entries Design of Electrical Equipment with Small Stray Magnetic The cables normally enter the two terminal boxes by way of Field). The Iimit values of the DC stray field have been cable glands to VG 88773, with earthing inserts according proven by test. to VG 88812.

Noise signature Maintenance The PERMASYN concept has fulfilled the special require- Because of the functional principle of their components, ments for low noise emission of different navies for maintenance work on PERMASYN motors is practically submarine Type 212A and Type 214, the most modern confined to regular changes of the lubricating oil of the nonnuclear submarine types at the beginning of thethird two motor bearings, as well as occasional cleaning of the millennium. Those very-low-noise-limit values have been heat exchangers. reached mainly by optimizing • design and control of inverters • curve shape of currents • control of pulse frequency, and • control of pulse sequences.

η in % PERMASYN Motors 1,700–5,000 kW 100

20 30 40 50 60 70 80 90 n/nN in %

Range of efficiency curve

17 PERMASYN motor, system overview – On principle design

Main Auxiliary Auxiliary Main feeder feeders feeders feeder starboard starboard port port

Cooling Cooling seawater Interface to Interface to submarine’s seawater manual control automation systems

SMC/APC1 SMC/APC2

ICP1 ICP2 M M 3~ 3~ = = 3~ 3~

Heat Heat exchanger exchanger starboard port

Current Current Control Control Current Control

Current Control

Current Control Rotor

position Control

sensor Current

Control

Current Current

Control

Current Current

Control

Current Current

Control

Current Current

18 PERMASYN motor and inverter module configuration – On principle design

1 Cooling pump supply (ICP) 7 Bell-shaped rotor with permanent magnets

2 Speed and Monitoring Computer (SMC/APC) 8 Water cooling ring

3 Heat exchangers 9 Stator core

4 Rotor position sensors 10 Stator winding

5 Bottom bearing end shield half 11 Bearing

6 Integrated inverter module

2 6

7 8

10 4

19 SINAVY PERMASYN Type 212A

Specifications and technical data Inclined positions Max. heel ≤ ±15° continuously Environmental conditions The motors are suitable for operation in a salt-laden atmo- ≤ ±45° temporarily sphere. The following applies to unrestricted operation: (max. 10 min)

• Ambient temperature in engine room: 0° C to +45° C Max. trim ≤ ±10° continuously • Cooling seawater temperature: max. +32° C ≤ ±30° temporarily • Continuous air humidity in engine room: (max. 10 min) max. 80% at 0 to +45° C Motor not in operation • Atmospheric pressure in engine room: continuous 800 to 1,400 mbar, intermittently down to 600 mbar Heel max. ±60° Trims max. ±60°

The following applies to transport and storage of the motors (filled with cooling water) • Ambient temperature: 0° C to +70° C • Air humidity continuously max. 80%; temporarily almost 100% (max. 1 h, without condensation)

20 Electrical data Stator winding and inverter system The stator winding is constructed with 12 phases. They are Operating voltage insulated according to temperature class F of EN 60034. The motor operates within the voltage range of minimum The inverter system is equipped with IGBT modules. 300 to max. 560 V DC. Behavior upon system short circuit Output power The series transistor module at the input of all inverters The motor has an output power of approx. 2 MW. is provided with a control unit which responds to a system short circuit in a few microseconds and blocks the tran Overload capacity sistor. This prevents the generation of significant reverse The motors can be operated at a torque of 110% of the currents and suppresses any contribution of the motor rated value for a maximum period of 2 min. to the total system short circuit current. Rated speed and direction of rotation, Control speed changing capability The motor is provided with control interfaces to the Rated speed: classified, in the range of usual submarine SMC/APC with EMCS, as well as to a manual control panel. propeller rotation. The motor speed is infinitely variable and can be varied without barred speed ranges from Commissioning 0 to 100% of its rated value in both directions of rotation. The motor can initially be commissioned by commissioning With respect to the bearing lubrication, a minimum speed personnel without the EMCS. The interfaces permit the of approx. 9 rpm is required for continuous operation. connection of special test equipment for testing and Clockwise rotation is the preferred direction of rotation. parameterization purposes, as well as for simulating the control system functions.

21 Main Auxiliary Auxiliary Main feeder feeders feeders feeder starboard starboard port port

SINAVY Cooling Cooling seawater Interface to Interfaces to submarine’s seawater PERMASYN manual control automation system Type 214 SMC1 SMC2 M ICP1 ICP2 M 3~ 3~ = = 3~ 3~

Heat Heat exchanger exchanger starboard port

Current Current Control Control Current Control

Current Control

Current

Control Rotor

position Control Current Current

sensor

Control

Current Current

Control

Current Current

Control

Current Current

Control

Current Current

Shock resistance Anti-condensation heating The motors are designed for the following quasi-static Supply voltage 2 AC 115 V residual shock values: Power depends on motor type Vertical and abeam 10 g Fore and aft 5 g Turning The turning function for inspection and maintenance of The shock resistance of the motors is calculated to BV 0430 the shafting and propeller is performed by the motor itself. for shock resistance class A/submarines; execution to other For this purpose, the motor must be energized. shock specifications on request. Components and materials Degree of protection to IEC 34, Part 5 Components The motors including all attachments and top-mounted Most of the electrical/electronic parts, assemblies, casings meet at least the degree of protection IP 44, while and equipment used in the PERMASYN motor are the terminal boxes and bottom halves of the journal bear- “Components Of The Shelf” (COTS). ings correspond to degree of protection IP 54. The motor is watertight up to a Ievel at the lower bearing housing Materials according to the degree of protection IP 56. The normal design of the motor is ferromagnetic. On request, however, the motors can also be supplied Seawater cooling supply in nonmagnetic design. With this special design, only the The exact quantities are specified in the case of an order. magnetically active parts, such as the stator core and the rotor pole bodies, are made of ferromagnetic material; the permanent magnets are made of rare earth materials.

22 SINAVY SUB, references and outlook

Electrical Network and Distribution

Fuel Cell Power Plant System

Propulsion Motor PERMASYN (PM)

Additional scope of supply and services – Training systems LBTS/OBTS – Various options Engineering Monitoring – Documentation and Control System (EMCS) – Training

The Siemens Marine & Shipbuilding product portfolio References for submarines SINAVY SUB includes Orders have been received for more than 170 SINAVY SUB • SINAVY DC-Prop solutions during the last 55 years, or more than 3 sets of • SINAVY PERMASYN equipment per year. Included in this number are approx. 140 SINAVY DC-Prop drives propelling the boats of • SINAVY SG DC 19 navies and more than 30 SINAVY PERMASYN drives • SINAVY PEM Fuel Cell propelling the boats of 7 navies, with further contracts • SINAVY EMCS to be expected in the near future. • SINAVY OBTS/LBTS A typical scope of supply and services is shown above • SINAVY LCM related to submarine Type 214. Depending on the submarine type, several a.m. products are part of the standard scope of supply. Innovation/Outlook Innovation work is continually done on the two existing types of SINAVY PERMASYN. Further studies are being done and development work will start on demand for a third type of SINAVY PERMASYN with an increased output power of approx. 5–6 MW.

23 SINAVY SUB reference submarines

Country Type Number of boats

Submarines Argentina Submarines 1700 t “Santa Cruz” class 6 Type 205, 206, 207, Denmark Submarines “Narhvalen” class 2 and others Germany Submarine “Wilhelm Bauer” 1 Germany Submarines Type 205 12 Germany Submarines Type 206 18 Israel Submarines “Gal” class 3 Israel Submarines “Dolphin” class 3 Israel Submarines “DolphinAIP” class 3 Italy Submarines “Toti” class 4 Norway Submarines “Ula” class (Type P6071) 6 Norway Submarines “Kobben” class (Type 207) 15 Total 73

Submarines Argentina Submarines “Salta” class 2 Type 209 Brazil Submarines “Tupi” class 5 Chile Submarines “Thomson” class 2 Colombia Submarines “Pijao” class 2 Ecuador Submarines “Shyri” class 2 Egypt Submarines “class” 2 Greece Submarines “Glafkos” class 4 Greece Submarines “Poseidon” class 4 India Submarines “Shishumar” class 4 Indonesia Submarines “Nanggala” class 5 Peru Submarines “Islay” class 2 Peru Submarines “Casma” class 4 South Africa Submarines “Manthatisi” class 3 South Korea Submarines “Chang Bogo” class 9 Turkey Submarines “Atilay” class 6 Turkey Submarines “Preveze” class 8 Venezuela Submarines “Sabalo” class 2 Total 66

Submarines equipped/ Germany Submarines (Type 212A) 6 ordered with Italy Submarines (Type 212A) 4 PERMASYN drives Greece Submarines (Type 214) 4 South Korea Submarines (Type 214) 9 Portugal Submarines (Type 209PN) 2 Turkey Submarines (Type 214) 6 Others 2 Total 33

24 Propulsion system Systems engineering and quality Air-independent management propulsion (AlP)

Electrical Engineering systems Our program

Logistics Service

lntegrated Auxiliary automation systems system

25 Published by Siemens AG 2016 Process Industries and Drives Division Marine Lindenplatz 2 20099 Hamburg, Germany E-mail: [email protected] siemens.com/marine Article No. VRMS-B10017-00-7600 Printed in Germany Dispo 16600 TH 464-160494 BR 08160.25 Subject to changes and errors. The information given in this document only contains general descriptions and/or performance features which may not always specifically reflect those described, or which may undergo modification in the course of further development of the products. The requested performance features are binding only when they are expressly agreed upon in the concluded contract.